Selective automatic train-stop system.



IO SHEETS-SHEET I.

Pn nted Dec. 31, 1918.

a. R. COKE R. SELECTIVE AUTOMATIC TRAIN STOP SYSTEM.

APPLICATION FTLEITSEPT. 25, 1915.

5 Wihneoow N UK J. R. (JOKER. SELECTIVE AUTOMATIC TRAIN STOP SYSTEM.

l0 SHEETSSHEET 2.

Snow M30;

Patented Dec. 31, 1918.

APPLECKHON FILED SEPT. 25,1915

J. R. COKER SELECTIVE AUTOMATIC TRAIN STOP SYSTEM.

APPLlCATiON FILED SEPT. 25,1915- Patented Dec. 31, 1918.

maw 'a 1O SHEETSSHEE1 3.

N NS MMQ J. R. COKER.

SELECTIVE AUTOMATIC TRAIN STOP SYSTEM.

, APPLiCATlON FILED SEPT.25 15:5. I 'L z fi i Batented Dec.31,1918.

I0 SHEETS-SHEEI 4.

away Ma i. H COKER.

SELECTIVE AUTOMATIC mm STOP SYSIEM,

APPLICATION FILED SEPT. 25, $915. n 1

Paminted bee. G1, 1912).

i SHEETS-SHEU 5.

llil hwm Q k .ww

L R COKER.

sELEcw/E AUTOMATIC mm STOP SYSTEM.

n a} PM APPLECATION FILED SEPT. i915- I 4 g Patented Dec. J1, 191a.

l0 SHEETS-SHED 6.

atbozweg .I R. (JOKER.

SELECHVE AUTOMATIC TRAIN STU? SYSTEM.

ARPLQCATION FELED SEPT. 25. K915.

93mm Bee. $51; 1918.

10 SHEETS SHEET 7.

Patented. Dec. 31, 1918.

10 SHEETS-SHEET B J. R (JOKER.

SELECTIVE AUTOMATIC TRAIN STOP SYSTEM.

APPHCATION FILED SEPT.25. i915.

J. R. COKER.

QELECTIVE AUTOMATIC TRAIN sToP SYSTEM.

APPUCATION FXLED SEPT. 25. I915.

1U SHEETS-SHEEI 9.

Patented P90. 31, 1918.

J. R (JOKER,

. @ELEC'HVE AUTOMATIC TRAIN STOP SYSTEM.

APPLICATION FILED SEPT. 25, 1915.

Patented Dec. 31, 1918.

10 SHEETS SHEET l0- W m a UNITED TATE PATENT @FFEQE.

JAMES R. COKER, 0F KNOXVILLE, TENNESSEE.

SELECTIVE AUTOMATIC TRAIN-STOP SYSTEM.

1 b all whom, it may concern:

Be it known that I, JAMES R. Comm, a citizen of the United States,residing at Knoxville, in the county of Knox and State of Tennessee,have invented certain new and useful Improvements in Selective AutomaticTrain-Stop Systems, of which the following is a specification.

This invention relates to a selective sys tem for stopping trains and tocertain novel deyicesemplolyed in connection therewith, and comprises acombined selective signaling and automatic train-stop system.

One of the principal features of this invention pertains to a novelselector mechanism which may be substituted for the selectors no-w incommon use on railways without" changing or increasing in number theline wires used in the ordinary signaling systems, and which functionseither as a telephone signal alone or as a combined telephone signal andtrain-stop mechanism, depending upon the character of the currentimpulses impressed thereon.

Another feature of this invention is a new selective sending device orcalling key to be used in connection with the above double actingselector.

One of the objects of this invention is t provide on a train or otherrailway vehicle means which may be set in operation directly by thetrain despatcher at the sending station to stop the train and which willthereupon entirely supersede the engineer in the control of the trainuntil it has been brought to a stop.

In the operation f trains it not infrequently happens that the traindespatcher becomes aware that a collision or other accident is impendingwith respect to one or more trains along the line of road under hissupervision. In such 'a case it becomes highly desirable. and in factessential, that the despatcher be able to-stop one or more of thesetrains without the delay necessitated by having to get intocommunication with a local station agent or the engineer on the train,either one of whom may be incapacitated and unable to respond. Thepresent system is designed to enable the chief despatcher to directlycontrol and bring to a stop any train in his division as it passescertain predetermined points along the line of road.

The svstem to which, among other things,

Specification of Letters Patent.

Application filed September 25. 1915.

Patented Dec. 31, 1918.

Serial No. 52,702. I

this invention is directed comprises a plurality of way stations along aline of road connected by the ordinary hne wires to a sending ordespatcherfs station, a selector at each of the way stations adaptedwhen selectively operated to close a switch in one or more localcircuits, and a train provided with an electrical and an air-brakeequipment so constructed that when the train runs past a certain pointin the vicinity of a way station whose selector has been operated thetrain circuit will close the local circuit and thereby cause theair-brake to operate independently of the engineer and bring the "trainto a stop by a full service application of the b 'akes. The train isalso provided with means for automatically shutting off the motive powerwhen it is desired to stop the train in this manner.

In this system in its preferred form my selector and sending device aredesigned to function ordinarily in the same Way as the calling key andselector at present extensively used in telephone selective signalingsystems, but they are also designed to enable the dcspatcher when theproper occasion arises to stop 'a train which isrunning near a certainstation and at the same time to actuate the telephone signal at thatstation. In its preferred form this system also includes a local circuitwhich branches, the two branches leading to portions of the tracksomewhat widely separated with the station between them, so that wheretwo trains are scheduled to pass through this station at about the sametime on the same track as the result of a lap order, the traindespatcher is enabled to stop both trains and thus prevent a collision.

In the accompanying drawings wherein a preferred embodiment of theinvention is shown, I

Figure 1 is a front elevation of'the calling or sending key, with coverremoved and certain parts broken away;

Fig. 2 is a vertical section on the line 22 of Fig 1;

Fig. 3 is a partial front elevation of the calling, key with cover inplace;

Fig. 4 is a detail of the indicating arm;

Fig. 5 is a horizontal section on the line 55 of Fig. 1. viewed frombelow;

Fig. 6 is a side elevation of fire "selector;

Fig. 7 is a top plan "iew of the selector; Fig. 8 is a front elevationof the selector with two of the frame members and the 4 binding postsbroken away;

1g. 9 is a vertical section on the line 99 of Fig. 8, showing in detailthe selective answer-back mechanism;

Fig. 10 is a horizontal section on line 1010 of Fig. 8 showing in detailthe pawl and ratchet arrangement on one of the upper time elements;

Fig. 11 is a vertical longitudinal section on the line 11-11 of Fig. 8;

Fig. 12 is a partial vertical longitudinal section on the line 12--12 ofFig. 8 ,.show.- ing the contact wheel and its time element;

Fig. 13 shows the contact wheel in front elevation;

1.4 shows'a modified form of contact wheel;-

Fig. .15 is' a vertical section on the line 1515"o'f Fig. 14.;

Fig. .16.is 'anlaxial .section of the modified contact wheel shown inFig. 14;

Figll'? is a eiicui't diagram showing both themain and local circuitsand the relative positionsf'of the contact mechanisms in thecalling'jkey and selector when a telephone signal hasbeen given;

jFig: 11 8'Iis a view, largely diagrammatic,

of the valve and circuit connections on the locomptiyepshowing in detailthe automatic thrott e closing device;

Fig. 191s a vertical longitudinal section through the center of therelease valve;

section Fig. is a central vertical valve which connects the brakethroughthe ,pipe with the "throttle closing cylinder; .Fig. 21 is a centralvertical section through the main reservoir valve;

" Fig. 22 is a central vertical section through the engineers emergencyvalve;

Fig. 23 is a horizontal section on the line 2323 of Fig. 22;

Fig. 24 is a top plan view of the emergency valve;

Fig. 25 is a section on the line 25-25 of Fig. 18 showingin detail apart of the quadrantslatch. release construction;

Fig. 26 is a diagrammatic view of a modification showing the manner ofplacing the local circuit in operative condition when the semaphore israised to its danger position;

Fig. 27 is a front elevation of a modified I form of calling .or sendingkey with cover removed ;-Fi g. 28 is a front elevation of the,indicating arm and'contaet wheel after the calling key has beenoperated;

Fig. 29 is a side elevation of part of the modified calling key showingthe indicating aim in neutral positioirjand the cover in ace;

p Fig. 30 is a rear elevation of the modified form of indicating arm.

The sending device is shown in Figs. 1 to 5 and 27 to 30. The frame 31supports an n tioned as to'stop the Stud inner framework 32 on brackets33. The inner framework 32 provides bearings for a. shaft 34 on which ismounted a ratchet wheel 36. A spring 35 is fastened at one end to theshaft 34 and at the other end to the bracket 33. A pinion 37, looselymounted on the shaft 34, carries a spring-pressed pawl 38 which engageswith the ratchet 36. A handle 39 is fixed to one end of the shaft forwinding up the spring.

A shaft-40 supported in; the framework 32 has ounted thereon the contactwheel 4] an 37. A pinion 43 is also mounted on the shaft 410 and engagesa pinion 44 mounted on a shaft 45 to which is fixed the escapement wheel46; the escapement 47, oscillating from the shaft"48, engages the wheel46.

On the shaft 34 is fastened the disk 49 which is provided with a lot 50for a pin 51. A flange 52 extends part way around the periphery of thedisk 49 and is so positioned as to stop the stud 53 when turned to acertain position.

The contact wheel 41 has teeth 54 which serve to actuate the contact armand make contact with the arm 56. The contact arms 55 and 56 areconnected by wires to the terminals 57 and 58 respectively. Theseterminals are preferably spring leaves as shown in Fig. 5, adapted topress against the terminals 59 when the sending device is fastened inposition on the cabinet 60.

An indicating arm 61 ispivoted on a pin 62 which projects through, andis fastened to, the cover 63. One end of the indicating arm is bent asat 64 so as to project through the slot 65. in

the cover plate. Stud 66 on' a inion 42 which engages the pinion of theindicating arm 61. A shoulder 67 on one side of the indicating arm is soposi- 53 when the arm is in one position and another shoulder 68 ispositioned to stop the stud in another position of the indicating arm. Agroove 69 is cut out of the rear side of the indicating arm and i soshaped as to allow the stud 53 to pass under the arm when the-latter isin the vertical or neutral position. A spring 70 engages the indicatingarm at 71 and holds it in any one of three positions.

On the cover plate there are engraved or stamped the numeralscorresponding to the particular local'station which the sendin deviceoperates. The numeral -8 at 72. in Fig. 3 represents the number ofimpulsesto actuate the telephone signal and the numeral 9 at 73represents the number of impulses to actuate both the telephone signaland the train stop mechanism. p A modification of the calling key isshown in Figs. 27 to 30. This differs. from the key just described inhaving the spring 35 of large capacity so that one winding of theispring will serve for a large number of;

operations of the calling key. It also differs in having the indicatingarm til formed with a projection 74 which has a shoulder 75 adapted tosto the stud 53 in the same position as by the flange shown in Fig. 1.

The selector is shown in Figs. 6 to 16 inclusive. On the base 80 aremounted the electro-magnets 81 and the framework 82. An armature 83 isfastened byspring 84 to one end of the magnet and serves to oscillatethe lever 85 about: the fulcrum 86. The armature 83 is held away fromthe magnet by the spring 87. adjustable at 88. The framework 82 supportsa shaft 89 on which are keyed the step-by-step ratchet wheel 90, theanswer-back wheel 91 and the pinion 92. A coiled spring 93 is fastenedat one end to the shaft 89 and at the other to a pin 94. A contact wheel95, loosely mounted on the shaft 89, carries a projecting arm or stud96, which runs in a slot 97 in the ratchet wheel 90. This stud 00 isfastened by a coiled spring 98 to the shaft 89 and is normally pressedin a counter-clockwise direction with respect to said shaft. as shown inFigs. 11 and 8.

The ratchet wheel is actuated by the pawl 09, engaging the tooth 102;the pawl 99 is pivoted to the shaft 115 and held against the shoulder101 on one of the levers 85 by the spring 100. The overthrow of theratchet Wheel is prevented by the rod 114. against which the pawlpresses at the proper limit of its motion. The contact wheel 95 isprovided with shallow grooves or depressions 103 equally spaced about:the greater portioi'i of the its periphery, as shown in Figs. 12 and 13.One of these grooves 104. deeper than the others, extends from one sideto the other of the contact wheel; another groove 105 is deeper than theothers at one side of the wheel. The contact arm 108 fastened at one endto the framework carries at the other end a detent 107. which is adaptedto be pressed from above into one of the grooves, and when sufficientlydepressed. to make contact with the corresponding arm 108. Contact arms106 and 108 (see Fig. 17) are actuated in the same way as contact arms106 and 108 to allow current to pass through the alarm circuit. The arm110, pivoted to the framework, is T-shaped at one end as at 111. The end111 is adapted to press down on the extension 109 and to be pressedupward against the gravity wheel or disk 140. The arm 110 is. normallysuspended by the spring 112. which may be adjusted at 113. A link 117.pivoted at its lower end at 118 to the lever 85 and its upper end t thecrank 118. serves to oscillate the shaft 119. An arm 120 is igidly fixedt the shaft 115) and is joined at its free end to the arm 121. having aslot 122 in which the axle 123 of a gravity wheel 124 jsfree to move. Arun way 125 for the gravity wheel 124 is fastened to the framework andhas pivoted thereon at 127 an oscillating run way 120. An arm 128. keyedto the shaft 132. is connected by the link 129 to the run way 120. Ajointed pawl 133 adapted to successively engage the teeth 102 of theratchet wheel is fastened by a set screw 136 to the shaft 132; the endof the pawl 133 is connected by a jack knife joint at 134 to the partwhich is fastened to the shaft 132 and is pressed by the spring 135.

From these connections it will be seen that. when the gravity wheel isat. the lower end of the run way 128. th pawl will be moved out ofengagement with the ratchet wheel 90, but when the gravity wheel ispulled up the run way by the motion of the rod 121, the spring 130 willraise the arm 128 and cause the pawl to engage the teeth of the ratchetwheel. I

On the shaft 115, which passes through the levers 85. are pivoted thelinks 137 which are connected at their upper ends to the arm 110 by apin 138 which has a limited movement in the slot 139. A gravity disk 140has teeth which engage the threads of a screw 141. The screw 141 isloosely mounted at its upper end in the fran'iework and at its lower endin the extension 142, and the threads thereof have a steep pitch so thaa vertical movement of the disk 140 will. readily cause a rotation ofthe screw 141. The screw 141 carries at its upper end two spring-pressedpawls 143. which allow it to rotate in one direction only by engagingthe teeth 144 of an interior ratchet wheel 145'. A vertical movement ofthe arm 110 will raise the gravity disk 140 by a movement which isunimpeded by the screw 141 in view of the fact that the latter is freeto turn; the disk 140 is for the most part held against any rotarymovement by the friction on the end 111 of the arm 110, but when the arm110 is lowered in order for the disk 140 to come downward, it mustrevolve about the screw 141 since the latter is prevented from turningby the pawl and ratchet. This time element is preferably adjusted so asto have a somewhat shorter period than the gravity wheel 124.

The means for giving a selective answerback signal is comprised in acontact wheel 91 having teeth146 which cause the contact arm 147 to makea contact with the arm 148 when this wheel is rotated in eitherdirection. The answer back wheel 91' is provided with a slot 91 whichengages a stationarv pin 91". the extent of the rotation of the, wheel91 and the shaft 89 to which it is keyed being therebv limited by thestation ary pin. A retarding device is shown at 149 in the form of arotating paddle which is caused to rotate by the pin on 92 in mesh withthepinion 150, which latter is rigidly where. A pipe attached to thepaddle; the wheel 92 moves in unison with the ratchet wheel 90 and thecontact wheel 91. I v

The contactiwlie l 95 may be constructed in various wa ys withoutdeparting from my invention. One such embodiment is shown in Figs. 14,15and 16. In this construction the deep grooves 104 and 105 areadjustable about the perip ery of the wheel so that the same'wheel ma"be used for any station upon suitable adjustment. In this modificationa core 151 has mounted thereon a cylindrical shell 152 provided with aslot 153 allowing circumferential movement of the shell with respect tothe-screw 154. At each end of the core are annular members 155 having ontheir inner sides teeth which extend over the shell 152 and provideshallow depressions 157, one of which coincides with the aperture 158 inthe shell. The shell is also provided with holes 159 which permit of theinsertion of a rod or pin for adjusting the position of the shell 152.The annular members 155 are held in place by screws 156 which extendinto the core; the core itself being held in place on the shaft 89 bycollars 160 at each end of the core.

Contact arm 108 is connected by a wire 161 to a terminal 162, and oneend of coil 81 leads to another terminal 163.

My invention is not limited to the selector above described, but in itsbroader aspect includes in combination any type of selector which canfunction in a plurality of ways depending upon the kind of impulseswhich are used to operate it.

The train equipment for setting the brakes and shutting off the motivepower is shown in Figs. 18 to 24 inclusive. The arrangement of thevarious valves is shown somewhat diagrammatically in Fig. 18. Theordinary engineers brake valve is used with practically no modificationexcept that in the pipe lead ng to the gage showing main reservoirpressure. there is inserted a small emergency or auxiliary by-pass valveE. To the frame of the car 168 is attached. the equalizing reservoir 169connected by the ,pipe 167 to the brake valve B. A release "valve R isconnected by pipes 170 and 171 and check valve 172 to the pipe 167 justbe- .fore the latter enters the equalizing reservoir; another pipe 173connects the release valve through the whistle 174 to the atmos- 175leads from the top chainber of the application valve A to the pipe 170.The lower chamber of the application valve A is adapted to allow thepassage of air at certain times from the brakepipe 176 through pipes 177and 178 to a main reservoir valve-M and through pipe 179 to the cylinder180 of the throttle closing 111 011211;

nism. A pipe 181 connected to the main reservoir side of the valve Mforms a bypass around said valve to the emergency or auxiliary bypassvalve E to serve as a passage for air under main reservoir pressure tothe pipe 183 when the emergency valve E is operated. The occasionaloperation of the valve E is for the purpose of accelerating the openingof the valve M and hastening the return of the train stop apparatus torelease position and the air brakes to their is provided to prevent anyleakage of air atv this point. A plug 193 is provlded at the bottom ofthe valve .to permit of the adjustment of the valve seat. The solenoidis protected and held in place by the cover 194 which is secured to thebody of the valve by the bolts 195. The ends of the solenoid windinglead to the binding posts 196.; The application valve A, shown in detailin Fig. 20, has a valve 197 provided or guide 198 and fastened 199 bycollars 201. This valve is normally pressed on its seat by the spring200.

The main reservoir valve M shown in Fig. 21 is provided with a chamber202 in which moves the piston 203 normally pressed upward by the spring204. The valve stem is fastened at one end to the piston and has at theother end a valve head 205 having two faces 206 and 208. In its lowerposition the face 206 contacts with the seat 207 and prevents thepassage of air from the main reservoir to'the brake valve; in its upperposi-' tion the face 208' fits snugly in the upper seat and prevents anyleakage valve. The valve stem, just above the face 208, is provided with,a very small groove which connects with the passage 209 so that whenthe valve is in its lower position there is a small leakage of air intothe upper chamber below the piston The chamber 210 is connected at 211to the main reservoir pipe and at 212 to the pipe leading to. the brakevalve, the passage from the mainreservoir to the brake valve beingunimpeded during normal operation of the train.

The emergency valve or by-pass, Figs. 2224, has a rotary valve head 213provided with 'anopening 214 which can be made {0 to the diaphragmregister with the gpening 223. A handle 6 :;'is secu1erl to the upperendof the valve stpni 215 a nd is normally held in its inoperativeposition by the spring 217 holding it against the pro ection 218. Thechamber above the with a piston of air around the valve head isconnected by the pipe 219 to the duplex pressure gage 220. to anotherpart 01 this gage being also connected by a pipe to the equalizingreservoir: thepressurc in the latter under normal running conditions isabout 20 pounds less than that in the main reservoir. The valve head 213normally pressed against its seat by the spring The mechanism forclosing the throttle, shown in detail in Fig. 18. consists of a cylinder1S0 pivoted on the extension 22 1. The stem 226 of the piston 225 ispivoted to one corner 227 of the harp 228, another corner of which ispivoted in the quadrant 229. The third corner of the harp is linked tothe bell crank 230 by the .rod 231. The crank 230 is pivoted on a pin232 which projects from the throttle lever 233 through the slot 234 inthe quadrant latch 236. One end of the bell crank 230 is adapted topress against the stud 235 andmove the quadrant latch 236 out ofengagement with'the quadrant, whereupon the continued turning of theharp 228 causes the throttle lever to close the throttle valve 237. Thetrain circuit also shown in Fig. '18 starts at the ramp rail 238, passesthrough the contact device 239 and brush 24:0, and through the wire 241to the binding post 196 of the sole noid, and from the other bindingpost through the wire 242 and brush 2&3 to the axle 244 and thence tothe rail 245.

The various circuits employed, shown diagrammatically in Fig. 17,comprise a local circuit at the despatchers oflice having a battery 246which supplies current for the sending device represented by the contactwheel 41. The closing of this circuit, which includes an electro-magnet247, when the calling key is operated actuates the contacts 248 andcloses the main line circuit having a source of current 249. The linewires 250, 251 have the usual choke coils and condensers 253. Telephonereceivers 254254 bridge the line at the despatchers station and at theseveral local stations. The electro-magnets 81 bridge the line at eachlocal station. The local signal circuit is shown with a battery 255which leads through the wire 256 to the contact arm 108 and thence to106', which is actuated when the contact wheel is in the properposition, then to the contact arm 147 ofthe answer-back mechanism to thearm 148 through the wire 257 to the coil 258 on the electro-magnet 81.and from there through the signal 260 to the battery. The coil isconnected at 259 to the main line coil-in order to lessen the staticefiect.

The train stop circuit has a battery or other source of current 261which leads through the connection 262 through contact arms 108 and-106through wire 263 to the rail 245. and then through the train circuit theline at the sending station so that by a to the ramp rail back to thebattery. An emergency switch 264 is placed across the line so that thetrain stop mechanism may be actuated if necessary from the localstiltion independently of the selector. The diagram also shows asemaphore 265 adapted to close thecircuit when in its danger positionthrough wires 266 and 267 in bridge of said circuit. An emergency key268 bridges single de ression of this key any selector contact w ieelwhich is in an advanced posi tion will be returned to its initialposition.

In somecases it may be desirable to dis penseentirely with the selectorand have the train stop circuit closed solely by the movement of thesemaphore 265 into its danger position. The connections for this areshown in Fig. 26 wherein the ramp rail 238 is connected directly to thebattery through wires 266 and 267.

The operation of the system will now be described. When the sendingdevice at the despatchers station is not operating. the indicating arm61 thereof is in the neutral vertical position and the flange 52 is incontact with the pin 53 on thc'contact wheel. In the modified form ofsending device the pin 53 will be held by the' shoulder of the timescorrespond ng to the number of teeth on the wheel. hen the indicatingarm has been placed in the telephone position. the shoulder 67 will stopthe stud andconsequently the contact wheel. at such a point that thedetent of the contact arm 55 will be between the ultimate andpenultimate teeth 54 and 54". The actuation of the contact arm 55 willresult in setting up of a series of current impulses over the line wireswhichwill rapidly energiz the electro-magnet 81 and cause the. ratchetwheel 90 and the contact wheel 95 of the selector mechanism to beprogressed to a predetermined position. When the signal has beenanswered by thelocal station agent, the indicating arm is moved back toits neutral position. This movement bri gs the slot 69 in line with thestud 53 and allows 11.25

' the latter to pass under the indicating arm nal alone is given.

The ratchet wheel 73, which is somewhat extended, will cause the arm tomake a contact. The two contacts thus made will have a pause of'considerable length between them so that the ing key is given a slowuniform motion by means of the usual escapement mechanism. 7 When thedespatcher desires to set the trainstop circuit as well as to get intele phonic communication with the local station agent, he .moves theindicating arm to the left or train stop position. When the spring iswound and the contact wheel rotated, it will be stopped in this case bythe shoulder 68 which is in such a position as to allow all of the teethto pass under and actuate the contact arm 55. The number of impulsessent to theselector in this case is, therefore, one more than is sentwhen the indicating arm is in the telephone position, and the contactwheel is progressed one position further than when the tele hone-s1g-When the indicating arm is moved back to its released position, thecontact wheel is allowed. to travel'back to its starting position asabove described,

sendmga single releasi g impulse over the. wires to the selectors. -Whenthe modification. shown in Fig.2?

is used, one winding of the spring 35 will be sufficient I toioperate"the calling key a 85 large number iii-times. In this case when the localstation'is to be called 1t 1s only necessary to move the indicating armto the tele hone or train stop positio 1 en the electromagnet of theselector is energized it attracts the armature 83tand moves the lever 85about its fulcrum, causing the arm 99 to turn step-by-step the con-'tact Wheel 90 Ma position determined by the number of energizations,quickly sucreeding each other, of the electro-magnet, engaging the pin.96, whi h projects from.the contact wheel 95,- causes the contact wheeltomove in unison with it. The movement of the lever 85 at the'same timethroughthe arms 117, 118,

I 120 and 121 causes the gravity wheel 124 to be pulled up its. run wayonto that part of the run way'indicated at 125 and allow thepawl 133 to'hold the ratchet wheel ateach advanced position thereof. The mowementofthe lever 85 also serves to raise the time element 140 through themotion of the member 137, which raises the arm 110. The

severalenergizations of the magnet succeed ea h othermso quickly thatthe time ments 12 1 and- 140 do not have time to come to their restingposition; the spring contact arms 106 and 106' are consequentlypermitted tohold the detents out of the de- 104 or 105 under gravitywheel 124 has eifected this release of the ratchet wheel, however, thetime element 140 has moved down and has pressed the detent' 107 on thecontact arm 106 into one of the grooves on the contact wheel. When theratchet wheel is turned back into its starting position, the contactwheel isheld in its advanced position; this motion of the ratchet Wheelwith respect to the contact wheel serves to place the spring 98.,

which connects the two wheels, under an increased tension. All theselectors along the'line will be m ved up to the samegftent but only oneselec or will have a deep oove he detent in any giv, n ad vancedposition, In that selector, which is to be. operated,/ therefore, thecontact arm' 106 will be pressed down to suchan extent that it willmakeacontact with its correspending" arm 108, whereas in those selectorswhich are not to be operated, the shallow grooves in the contact wheelwill allow the detent to be moved down only a small distance sufiicientto hold the contact wheel in its advanced position but insufli-. cientto allow thecontact arm 106 to make a contact with the arm 108. When thecontact hasbeen made in the particular selec-. tor, it is maintaineduntil a positive release impulse has been sent through the line wires.To release the contact wheel, a single positive impulse, initiated atthe "despatchers station,- either by putting the indicating arm inreleased position or by actuating 'the emergency switch, is sent overthe resulting energization of wires and the the electro-magnets effectsthe raising of the time element 140 and allows the contact arm 106 toraise itself out of the groove 104 and permits the spring 98, pressingon the pin 96,'to return the contact wheel to its starting positi n.

-This" single "energization momentarily moves the ratchet wheel one stepforward so that the contact wheel when it returns as far as the pin 96will allow, will be advanced 1 one step in order toprevent the contactwheel being held in this position by the detent 107, that portion of thecylindrical surface of'the contact wheel corresponding to the first stepforward is made without a groove. After this single actuation of theseveral parts andafter the pawl 133 has. been raised to allow theratchet wheel to return from its first position to its startingposition, the contact wheel will con quently from the lower compartmentthrough the move back with it. It will, theretore, be apparent that asingle impulse sent over the line wires will in all cases serve only torelease any selector that has been stepped up without otherwiseatt'ccting the various selectors.

The contact wheel is provided with a deep groove which extends clearacross the periphery nd with a second deep groove which extends onlypartway across the periphery and adjacent to the first groove, so thatin one position of the contact wheel both contact arms 106 and 106 willbe pressed down sutficiently to make contacts, this being the train stopposition, whereas in the other advanced position only the contact arm106 can be sufliciently depressed to make a conact with itscorresponding arm 108'.

The local signal circuit passes through contact arms 147 and 14:8 aswell as through arms 106 and 108. As soon as the circuit is closed bythe contact arm 106' being sufliciently depressed, the current rings thebell 260 which, by making and breaking the circuit, induces a returncurrent in the electromagnet 81 and the line wires. When the ratchetwheel 90 returns, the. answer-back contact 91 which moves in unison withthe wheel 90,,s1owly makes and breaks the local signal circuit, therebyeflecting a series of audible signals in the line wires and a pausebetween each one sutlioient to enable the despatcher tojdeterminewhether or not the number of separate audible signals corresponds tothestation being called. It will be seen that the answer-back mechanismhas no effect on the local signal circuit until after contact arm 106has been pressed down into one of the deep grooves so as to make acontact.

The local circuit which operates the solenoid on the release valve atthe train may be closed directly by the selector through the movement ofthe Contact arms 106 and 108 or, when the current necessary to operatethe solenoid is very strong, these contact arms may simply close a smallsecondary circuit which in turn will close the main local train stopcircuit.

The operation of the release valves on the train when current passesthrough the solenoid 187 is follows: The current passing through thesolenoid 187 raises the core 185 and the valve 186 from its seat.allowing air from the equalizing reservoi and from the upper and lowercompartntents ot' the valve R to escape through the passage 11 1 andpipe 173 to the atmosphere. The valve 186 will remain in the raisedposition for a short time even atter current has ceased to pass throughthe solenoid, since the air capes taster from the upper compartmentthrough the large opening 189 than it does restricted opening 190, theexcess pressure in the lower compartn'ient pressing the diaphragm 185upward.

While current is passing through the solenoid the valve is held wideopen, permitting a sudden reduction p t pressure sufficient to cause aquick service movement ofthe triple valves of the train; as soon as theContact sl'lOe 239 has passed over the ramp rail and current ceases toflow through the solenoid. the weight of the plunger 1286 forces the.valve toward its seat, but is unable to immediately seat the valve dueto the pressure in the lower compartment 184: being greater than that inthe upper compartment. This difference of pressure is sutticient to holdup the valve for a. short time, furnishing there' by a restrictedopening for the slow escape of air. The ports 189 and 190 are soproportioned that the air pressures will be sut-- 85 ficiently equalizedto allow the valve to close when the pressure in the b ake-pipe has beenreduced by an amount corresponding to a full service application. 11. e.by about 20 pounds.

The reduction of pressure in the equalizing reservoir will have the sameeffect in the application of the brakes as though this reduction hadbeen made by a. movement of the handle on the brake valve from a running position to a service application position. W 1011 the releasevalve is operated the reduction of pressure in the pipe 4.70 will alsocause a reduction in pressure in the pipe 175 and in the uppercompartment o the application valve :1. allowing the valve 197 to becomeunseated by the pressure in the lower compartment. which in turn allowsthe air from the brake pipe 176 to pass through pipes 177 and 178 to themain reseiwoir valve and through pipe 179 to the throttle closingcylinder 180.

The. access of air under pressure to the valve M causes the piston 203of this valve to seat the valve 205 and thus prevent air 1 trom the mainreservoir from passing through to the brake valve. This insures that theoperation of the brake valve by t'" engineer will have no eitect on thestoppi of the train. Grdinarilv the valve 205 wiii remain. down only ashort time since under brake pipe pressure will gradual pass up throu hthe opening 209 into cha her 209 and raise piston 203. "When ti ton hasbeen raised to its highest poo an opening 202 posed: the co tinua escapeof the passage 209 pm-vented b of the valve com pcr seat. tdht'suldfouled and stick to the seat out. unseated by turning the emergent 216so as to allow air from the main reserthe cylinder 180 and by moving thepiston 225, effects the release of the quadrant latch and then theclosing of the throttle. A small hole is usually provided in the top ofthe cylinder 180 so that in normal operation 50f the train the engineermay move the lever 233 with very little resistance being offered to themovement of the piston 225; this hole, however. is so small as to haveno appreciable effect on the operation of the piston when air underbrake pipe pressure is admitted to the cylinder.

With a construction of the character just described the train is stoppedby a full service application of the brakes rather than by an emergencyapplication.

I claim:

1. A selective automatic train-stop system comprising a line ofrailroad, a plurality of way stations along said road con-nected by linewires to a sending station, a selector at each ofsaid way stations, asignal actuated by the selector when the latter 1s moved to oneposition, and means on a moving railway vehicle, actuated by theselector when the latter is moved to another position,

for s opping said vehicle, substantially as- .described. v I

2. In a train stop mechanism a tram equipment comprising an automaticairbrake system including an equaliaing reservoir, a brake-pipe, athrottle-closing device actuated by air pressure, a valve normally heldclo ed by air under pressure to prevent sage for air under pressure fromthe-brake-- access of air under pressure to said throttleclosing device,and a releasing means for simultaneously reducing the pressure in theequalizing reservoir and the pressure on said valve to open the latterand provide a paspipe to said throttle closing device.

3. A selective automatic train stop svs-' tem comprising a line ofrailroad. a pluralitv of way stations along said road connected to asending station by line wires, a local c rcu t at each of said waystations'havi'ngtwo breaks therein, aselectpr in bridge Jot 'said linewires at eachof said way stat ons,

any one of said selectors being operable by I one set of curre timpulses from the sending stat on to actuate a telephone signal and byanother set of current impulses both to actuate a telephone signal and.-to close one of the breaks in the local-circuit, a railway vehicleprovided with 'an air-brake system on the line of road. andfmans onsaid'vehicle for closing anotber;oi* 'the breaks. in said circuit andfor actuating the air-brakes when current passes through part of saidlast mentioned means, substantially as described.

4. In a system for stopping trains, the combination with a trainequipment comprising an automatic air-brake system including anengineers brake-valve directly connected with an equalizing-reservoir,of a pressure in said reservoir, and means locate at a point along theline of railroad for setting in operation said release-valve.

5. A selective automatic train-stop system comprising a line ofrailroad, way stations along said road connected to a sending station byline wires, a local circuit at each of said way stations having twobreaks therein, a selector operated from said sending station throughsaid line wires for closing one. of said breaks, a train equipmentcomprising a train circuit for closing the other break, an electromagnetin said train circuit, an air-brake system including an engineersbrake-valve directly connected with an equa1izing-reservoir, a releasevalve operable by said electromagnet for releasing-part only of the airfrom the equalizing-reservoir, and

' automatic means for preventing an increase in the resulting pressurein substantially as described.

6. In a system for stopping trains the com-. bination with a localcircuit on a line of rail road havin a break therein, of a trainequipment comprising a train circuit for closing said break, anelectro-magnet in said train circuit. an air-brake system including 108an engineers brake valve directlyconnected with an equalizing-reservoir,a releasevalve operable by said electro-magnet for releasing part onlyof the air from the equalizingreservoir, and automatic means forprevent-$110 ing an increase in the resulting pressure in saidreservoir, substantial 1v as described.

7. In a 'selectivegautomatic train-stop systemalong'a line of" railroadthe combination with a local circuit having two breaks oneTlK saidreservoir,

ion

of which is adapted to beJ'closed by a selector controlled-from asehding'sltation. of a train equi nie'nt com "sin a train circuit forclosing the other'of said'breaks, an electromagnet" in said traincircu'itf an air-brake s stem including an engineers brake-valve andautomatic means for preventingan increase in the resulting pressure insaid resee voir, substantially as described.

9. In a system for stopping trains, the

combination with a train equipment cone prising an automatic air-brakesystem of a rel arse valve for reducing brake pipe pres sure adaptedwhen operated to furnish an opening of a given size for a brief period,then to furnish a smaller opening for another short period and then toclose, and means outside of said train for setting said release valve inoperation.

10. In a system for stopping trains, the combination with a trainequipment comprising an automatic air-brake system of a release valvefor reducing b 'ake pipe pres sure adapted when operated to furnish anopening of a given size for a brief period, then to furnish a smalleropening for another short period and then to close when the pressure hasbeen reduced by about 20 pounds, and means outside of said train forsetting said release valve in operation.

11, In a system for stopping trains the combination with a local circuiton a lineof railroad having a break therein, of train equipment.comprising a train circuit for closing said break, an electi'oinagnet insaid train circuit, an engincers throttle for controllin the motivepower, an air-brake system including an engineers brake valve and anequalizing reservoir, and a release valve operable bv said electromagnetindependently of said brake valve for releasing air from the equalizingreservoir and for actuating a means for moving" the throttle so as toshut oif the motive power, substantially as described.

12. In a train stop mechanism the combination with an automaticair-brake system including a main reservoir, an enginecrs valve forreleasing air from the brake-pipe and automatically closing; before thepressure is reduced to atmospheric, and another *alve, also operableindependently of said brake-valve, for preventing main reservoir airfrom being fed into the brake pipc throughthe brake-valve when saidrelease valve is operated.

it. In a train stop mechanism the combination with an, automaticair-brake system including a main reservoir, an equalizing reservoir, anengineers brake valve and a brake pipe, of a release valve for releasingair directly from the equalizin -reservoir, and another valve unaffectedby operation of the brake-valve handle for preventing main reservoir airfrombeing fed into the brake-pipe when said release valve is open ated.

In a train stop mechanism the combination with an automatic air-brakesystem including a main reservoir, an engineers brake-valve directly conected with an equalizing-reservoir, and a brake-pipe, of electricallyoperable means independent of operation of the brake-valve handle forpar tially reducing the pressure in the equalizing-reservoir, and meansentirely independent of the brake- 'alve for pre 'enting main reservoirair from entering the brake-pipe when said first mentioned means isoperated.

- it). In a train stop mechanism the combination with an automaticair-brake system including a main reservoir, an engineer's brake-valve,and a brake pipe, of means independent of operation of the brake-valvehandle for releasing a portion only of air from the brake-pipe andadapted, when operated, to make first a sudden reduction oi pressure inthe brake-pipe and then a further slow reduction, and means alsoindependent of the brake-valve for preventing main reservoir air fromentering the brakepipe when said first mentioned means is 013- erated.

17. In a train stop mechanism the combination with an automaticair-brake system including a main reservoir, an equalizing reservoir, anengineers brake valve and a brake pipe, of a release valve for releasingair from the equalizing reservoir, a main reservoir valve for stoppingthe supply of air from the main reservoir to the brake valve, and avalve operated by the rel arse valve for admitting brzlre pipe air tothe main reservoir valve to close the same, substantially as described.

18. In a train stop mechanism the combination with an automaticair-brake system including a main reservoir, an equalizing reservoir, anengineers brakevalve and a brake pipe, of a train circuit including aneleetromagnet, a release valve operable by said electromagnet forreleasing, air from the equalizing reservoir, a main reservoir I 1 evalve for'stopping the supply of air from the main reservoir to thebrake valve, and a valve operated by the release valve for admittingbrake pipe air to the main reserair from the equalizing reservoir, amain reservoir valvefor stopping the supply of air from thefthainreservoir to the brake valve, meanf='co1nprising a cylinder With apiston adapted to move the throttle, and.a

valve operated by the release valve for admitting brake pipe air both tothe main reservoir valve to close the same and to said cylinder to movethe throttle and shut 0a the motive power, substantially as described.

20. In a mechanism of the character described the combination with amain reser 'voir connected by a conduit to the brakvalve of an automaticair-brake system, of a valve device interposed in said conduitcomprising a valve adapted to close said conduit when air underbrake-pipe pressure 1S admitted to said device, a by-pass around saiddevice, and an engineers by-pass valve normally closing said by-passduring ordinary operation of thqtrain, and adapted, when opened, toadmit air from the main reservoir to the brake-valve side of said valvedevice to unseat the valve therein and to permit the air-brake and trainstop systems to return to release or running condition, substantially asdescribed.

21. In a train stop mechanism of the character described the combinationwith a main reservoir connected by a conduit to the brake-valve of anautomatic air-brake sys tem, of a valve device interposed in saidconduit for closing the latter under certain conditions, a by-passaround said valve device, and an engineers .by-pass valve normallyclosing said by-pass and adapted, when opened at a time when said valvedevice is closed, to admit air from the main reservoir to thebrake-valve side of said valve device to unseat the, valve therein andpermit the air-brake and train stop systems to return to release orrunning condition, substantially as described.

22. In a train "stop mechanism a valve adapted under certain conditionsto permit the passage therethrough of air from the brake-pipe comprisinga metal-Walled chamber divided into two compartments by a flexiblediaphragm, an inlet and outlet in one of said compartments adapted tocommunicate with the brake-pipe, the outlet being' soshaped as toprovide a seat for a valve, a valve fastened-to the diaphragm andextending through said chamber into said outlet, a spring in the othercompartment normally holding the valve in its seat to close the outlet,said other compartment having an opening adapted to communicate With asource of air under pressure normally sufiicient to counterbalance thepressure of the air in the first mentioned compartment, substantially asdescribed.

' JAMES R. (JOKER.

